Trolley-pole support.



No. 694,020. v Patentad Fehf. 25, 19.02.

F. H. LlPPlNO0TT.

TROLLEYQPQOLE.SUPPORT.

(Application filed m 16, 1900.

(No Modal.)

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FISHER II. LIPPINCOTT, OF PHILADELPHIA, PENNSYLVANIA.

TROLLEY-POLE SUPPORT.

SPECIFICATION forming part of Letters Patent .No. 694,020, dated February 25, 1902.

Application filed July 16, 1900. Serial No. 23,845- (No model.)

To all whom it may concern:

Be it known that I, FISHER I-I. LIPPINCOTT, a citizen of the United States, residing in the city and county of Philadelphia, in the State of Pennsylvania, have invented certain new and useful Improvements in Trolley-Pole Supports, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, of which Figure 1 is a side elevation; Fig. 2, a plan view; Fig. 3, an enlarged section on line 3 3, Fig. 1; Fig. 4, an enlarged section on line 44, Fig. 1; Fig. 5, an enlarged side elevation of the bracket to which the trolley-pole is pivoted and showing the stops for limiting the movement of the pole and its supporting-lever; Fig. 6, a plan view of Fig. 5.

The object of this invention is to provide a means for preventing the breakage of wires that support the conductor-wires of overheadtrolley roads, which sometimes occurs by the spring-controlled trolley-poles escaping from the conductor-wire when the car is in motion and flying up and striking forcibly against the said supporting-wires before the car can be stopped cause the latter wires to break. To this end I combine with the trolley-pole devices which while normally supporting the trolley-pole with the required spring-pressure to maintain the trolley-wheel in contact with the conductor-wire when the said wheel escapes from the latter the pole will momentarily fly up a certain distance and immediately fall back to a position that will entirely prevent any possibility of contact with the supporting-wires, yet the pole may be readily. returned to the usual or operative position.

Referring to the accompanying drawings, forming a part of this specification, 1 is a trolley-pole, which is pivotally connected to a bracket 2, secured to the top 4 of the car.

5 represents the usual springs upon bars 6, extending forward and rearward, respectively, from the bracket 2. The inner ends of these springs bear against the end of the bracket and their outer ends against collars 7, adapted to slide longitudinally on the bars 6.

8 represents rods, one end of which is connected to collar 7, and the other end is in the usual construction connected to crank-arms of the lower end of the trolley-pole. Incarrying out my invention I dispense with the said crank-arms and connect one end of the rods 8, respectively, to arms 9 of levers 10, one on each side of the bracket 2, which latter arms I pivot on a pin 11, that is secured transversely to the said bracket to the rear of the pivotal connection 12 of the trolley-pole l to the bracket. For a purpose hereinafter appearing the levers 10 or the upper portion thereof are made laterally elastic.

On the trolley-pole is a fixed collar 13 of the form shown clearly in sectional view, Fig. 3, that is rounded on the top and having wings 13. Against the under side of these wings bears the rearwardly-curved free end of the levers 10. Thus it will be seen the tendency of the springs 5 is to press the pole upwardly and maintain the trolley-,wheel14 against the conductorwire 15. Connected to the free ends of the said lovers are ropes or cords 16, which areunited farther up to constitute a single rope or cord 16. The parts 16 of the rope bear against small pulleys 1'7, that'are journaled to a'second collar 18, fixed to the pole, and the said parts of the rope are held in place by slotted keepers 18. The rope also passes over a pulley 19, that is journaled to a third collar 20, fixed to and near the upper end of the pole. The free end of the rope is when the device is in use tied or otherwise secured to the car in the usual way.

Having described the construction of my invention, I shall now describe the mode of operation thereof, as follows: The various parts being normally in the positions of the full lines in Fig. 1, the trolley-wheel 14 being maintained against the conductorwire 15 through the stress of the springs 5,acting upon the arms 9 of levers 10, which bear against the under sides of the wings of the collar 13 on the pole 1, as before described, if now the said wheel should suddenly become disengaged from the wire, as not infrequently occurs in practice, the said springs will cause the pole, as also the levers 10, to fly upward to theoblique position'indicated by dotted lines in Fig. 1. In this position the freeends of levers 10 have escaped the wings 13 of the collar, as indicated in said Fig. 1, and conse: quently the pole being restrained by the cord 16 or by some other suitable stop device-' such, for example, as pins 21, Figs. 5 and 6 from reaching a vertical position or beyond the same, it (the .pole) will immediately fall by its gravity to a position such as indicated by the lower set of dotted lines in Fig. 1 until arrested by the bracket 2 or by a suitable stop at a point where the trolley-pole will be some distance below the conductor-wire and the usual transverse supporting-wires. In order to limit the forward throw of the levers 10, I use stop projections 22 at suitable points, asseen in Figs. 5 and 6. As it is manifestly desirable that the pole should not be too suddenly stopped in its descent, I secure to the under side of the latter an elastic bumper 23, of india rubber or the like. Sometimes, however, I obtain a yielding stop of the pole by having the bifurcations 16 of the rope of such length as to arrest the downward movement of the pole when the junction of the bifurcations comes adjacent to the pulleys 17. In such case the pole would be supported by the stress of the springs 5, acting on the levers 10, or I may use a knot at a suitable point on the rope, as at 25, Fig. 1, which knot will not pass through the space be tween the pulley 19 and the under side of the pole. The pole, &c., are returned to the normal position by pulling upon the rope 16 and thus drawing down the laterally-elastic 1evers until they slide over the rounded top of the collar 13 and: spring inwardly in engagement with the under side of the wings 13, whereupon upon slacking up the rope the pole will be forced up by the stress of the springs 5 on the said levers.

I remark that various kinds and applications of springs may be used in lieu of the spring construction shown for a like purpose. In fact, there may be divers modifications in the form and arrangement of the parts withspring-controlled lever, or levers, whose free end is adapted to normally bear against the under side of said pole, at a point between the pivot and the free end of the pole, said lever or levers being also adapted to move out of contact with said pole when the latter is rotated upwardly by the upward movement of said lever a predetermined distance beyond the normal position therebypermitting the pole to fall rearwardly, and means for returning said lever, or levers, into position to bear against said pole, in order to cause the latter to be rotated upwardly on its pivot, substantially as set forth.

2. In a device of the nature recited, the combination of the pivoted trolley-pole,the springcontrolled, laterally-elastic, pivoted levers,

, the winged collar upon said pole against which said levers are adapted to bear, and the rope connected to said pole and secured to the free ends of said levers, all constructed and adapted to operate substantially as and for the purpose set forth.

In testimony whereof I have hereunto affixed my signature this 6th day of June, A. D. 1900.

FISHER II. LIPPINCOTT.

Vitnesses:

XVALTER O. PUsEY, JOSHUA PUSEY. 

